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(No Model.) 4 Sheets-Sheet 1,

E. D. BANGSJSE A. L. WAETE. BRAKE AND HEATING SYSTEM FOR RAILWAY CARS.

No. 472,424. Patented Apr. 5, 1892.;

(No Model.) 4 Sheets-Sheet 2.

E. D. BANGS & A. L. WAITE. BRAKE AND HEATING SYSTEM FOR RAILWAY CARS.

o. 472,424. Patented Apf. 5, 1892.

Q m 5% w 5 LN l l l l i i ulug VUQ Mm 1 @mw 5M M m Z? mm I @Wibxmqg 4-Sheets;8heet 3.

Patented Apr 5, 1892.

(No Model.)

E. D. BANGS & A, L. WAITE, B-RAKE AND HEATING SYSTEM FOR RAILWAY GARS. No. 472,424.

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4Sheets-Sheet 4. WAITE.

(No Model.)

BANGS & A. BRAKE AND HEATING SYSTEM FOR RAILWAY CARS. .No. 472,424.

Patented Apr. 5 1892.

UNITED STATES PATENT OFFICE.

EDWIN BANGS, OF MILWAUKEE, AND ARTHUR L. WAITE, OF BARABOO,

ASSIGNORS OF ONE-FIFTH TO MANNING H. CASE, OF MILVAUKEE, WIS- OONSIN; ANNIEL. WAITE ADMINISTRATRIX OF SAID ARTHUR L. WAITE,

DECEASED.

BRAKE AND HEATING SYSTEM FOR RAlLWAY-CA RS.

SPECIFIdAz-TION forming part of LettersPatent No. 472,424, dated April 5, 1892. Application filed August 12, 1.891- Scrial No. 402,422. (No model.)

, To all whom it may concern.-

Be it known that we, EDWIN D. BANGS, of Milwaukee, in the county of Milwaukee, and ARTHUR L. WAITE, of Baraboo, inthe county of Sank, in the State of Wisconsin, citizens of the United States,have invented certain new and useful Improvements in Brake and Heating Systems for Railway-Trains; and we do hereby declare that the following is a full,

I clear, and exact description thereot'.

. Our invention has for its object to operate the brakes of a railway-train by steaminconinvention; Fig. 2, aplan view of what is shown in elevation by the preceding figure; Fig. 3, a

detail section of a valve under control of the engineer for regulating pressure in what will be hereinafter designated as the trai n-pipe;

Fig. 4, a like view illustrating valves controlling connections between the steam-dome, in-

jector, overflow-pipe, and circulating-pipes;- 1 Figs. 5 and 6, detail sections taken on lines 5 5 and 6 6 of Fig. 2; Fig. 7,aplan view illustrating those parts of our apparatus that are stationary on the .under side of a railwaycoach; Fig. 8, a detail section of adevice that forms part of our invention and constitutesa 4o'coupling between the steam-pipes of opposing railway-coaches; Fig. 9, a vertical transverse section taken .on line- 9 9 of Fig. 7, to

illustrate a coupling-valve, also forming part of our invention;.Fig. 10, a section on line 10 10 of thepreceding figure; Figs. 11 and 12, de-

. tail views on an enlarged scale illustrating a check-valve that forms part of the couplingvalve; Fig. 13, an elevation, partly in section, illustrating our combined brake and heating system, as well as the conductors, valve for operating said brake system; and Fig. 14, a view showing. in end elevation certain of the parts illustrated in the preceding figure, the remainder of these parts being in section on line 14. 14 of the said preceding figure and on the same line in Fig. 16; Figs. 15 and I6 represent horizontal sections, respectively taken on lines l5 l5 and 16 16 ofFig. 14.

Referring by letter to the drawings, A represents the steam-chests, B the cylinders, and 6c '0 the steam-dome of a locomotive.

Leading from the steam-dome is what we term the train pipe D, provided. with a valve E, the latter having a crank b within reach of the engineer, and an outlet c to the open air. The engineers valve E is clearly shown in Fig. 3 as full-open, so as not to obstruct the train-pipe D, and when said valve is in this position its outlet 0 is cut off. Now if the engineers valve be given aquarter-turn that portion of the train-pipe between it and the steam-dome C will be cut off and the remainder of said train-pipe will be open to the outlet for the purpose hereinafter described.

Connected to the steam-chestsA is the supply-pipeF of ourbrake and heating system, and connected. to the cylinders Bis the returnpipe G of said system, these pipes being sometimes termed the circulating-pipes.

In Fig. 5 we have shown the connection of the supply-pipe F with each steam-chest 'A,

and this connection consists of a spring-controlled valve H, that opens only to a pressure of steam coming from said chest, while in Fig.

6 we have shown the connection between the return-pipe G and each cylinder B, this latter connection being a spring-controlled valve 1,- that opens only to a pressure of steam coming from said return-pipe.

Leading from the steam-domoOisa pipe J, that connects with the supply-pipe F and is provided with a cut-01f valve'K, and we also have a connection L between the return-pipe G and the injector overflow-pipe M of the 10- comotive, this latter connection being centrolled by a cut-off valve N, said valves (shown in detail, Fig. 4) being connected by a rod 01 within reach of the engineer, as best illustrated in Fig. 2.

Each of the circulating-pipes F G is provided with a cut-E valve 0, operated bya lever P, extending into the cab of the locomotive, and in practice it is designed that these cut-off valves shall be open'only when said comotive is using steam." When the locomotive is not using steam, the cut-off valves 0 are closed and the ones K N opened to obtain a circulation of steam direct from the dome O of said locomotive. In any event the trainpipe D and circulating-pipes F G are brought parallel to each other at the rear of the locomotive and joined to a triple coupling-valve I comprises a casing having three parallel passages cf 9 on opposite sides of a central transverse line, the first of these passages being in line with the trainpipe D and the others in line with the circulating-pipes F G, as best illustrated in Fig. 10.

The turning-plug Q of the valve Q is controlled by a crank and provided with three passages h i parallel to each other, designed to be brought in and out of register with the ones efg in the casing, and each of the passages 'ij is provided with a port It, controlled by a check-valve consisting of a disk m, having a corrugated periphery and a corrugated central stem 11, the latter working in guides in said plug. The triple coupling-valve Q is shown in Fig. 10 as cut elf by a quarter-turn, and on a train this will be the position of the rear one of such valves in our system,all the others being opened to have their passages efg in line with the train and circulating pipes. Now if thelocomotive be using steam so much of the latter as enters the supplypipe F from the locomotive chests A will find its way baclcto said rear coupling-valve into the passage g and then back through th turn-pipe G into the locomotive-cylinders, from'whence it passes into the exhaust.

At this point in the specification we desire to call attention to the fact that the steam circulated through the train enters the cylinders at each alternate stroke of the pistons therein and acts as an auxiliary or increased cushion for said pistons in that end of said cylinders at which the connection is made. It is to be understood that steam let into .the

train-pipe D direct from the dome has a greater pressure at all times than' the steam in the circulating system, and when the rear one of the conpling-valves Q is'cut elf, as shown in Fig. 10, the check-valve (disk m and stem at) therein that controls the port leading from the passage g will yield to the pressure in said train-pipe to permit the steam in the latter to enter the circulating system to thereby inspire the circulation and find its way back to the Waste termini of said eirculating system, ,these termini being either the cylinders or the injector overfiow+pipe,accordingly as the locolnotive'may or may not be using steam, it. being a matter of fact that said check-valve is otherwise held to its seat by the pressure in the aforesaid circulating system.

Beyond the coupling-valves Q throughout a train the pipes D F G are fitted to couplingsections R, such as are best illustrated in Fig. 8, each of these sections being a casting having a series of apertures corresponding in number to said pipes, a hinged plate 11, provided with a beveled lug q for engagement with a recess in the opposing coupling-section, and a flat spring .9 impinged against said plate. The construction of their-component sections permits thecouplings to automatically connect and disconnect, this of itself effecting a saving of time and labor on the part of the makers-up of trains.

Under each coach in the train we arrange a brake-cylinder S, such asis in common usage in connection with'air-brake systems, the rod '1 of a piston (not shown) in said cylinder being connected to the brake-lever U, as best illustrated in Fig. 7. Acasing V, rising from that portion of the train-pipe D under the coach, is coupled by pipes t to reservoirs W, also arranged beneath said coach in circuit with the circulating-pipes, and a slide-valve having apertures o to is arranged in the easing in opposition to a spiral spring 20, as shown in Fig. 14. A stem extending down from the slide-valve carries a horizontal piston as, opposed to a suitable seat against which it is held by pressure in the train-pipe, and said slide-valve, stem, and piston constitutes what answers to the triple valve in the art to which our invention relates, but which is hereinafter generally referred to as the brake-valve, a branch y serving to connect the valve-casing V with the brake-cylinder above described. Each of the reservoirs \V is preferably provided with an automatic dripceck W; but as the latter arewell-known devices they are not shown indejail and exended description is deemed un ecessary.

The branch y is provided with a cock ,2, and by means of the latter the brake-cylinder S may be cut off from steam at such times as may be necessary or desirable. When the pressure in the steam-pipe D is sufficient to overcome the power of the spring win the valve-casing V, the brake-valve is seated to cut off steam from the brake-cylinder S, the

aperture a in saidbrake-valve being in line with the branch y, the latter being open tov the atmosphere at its' end farthest from said brake-cylinder. Now if the pressure in the train-pipe be decreased, the spring in the valve-casing will expand to unseat the brakevalve, and the aperture 'vin said valve will be thus brought'intoliue with the pipes t, leading from the reservoirs W, and also into communication with the branch 3;, leading to the brake-cylindenlthe outer end of this branch being closed by the solid portion of said block, as is best illustrated in Fig."15,- said aperture rv being a tripleione, as is; also best illustrated in the same figure." Steam from the reservoirs entering the brake-cylinder will actuate the piston therein to thus set the brakes, and the latter will remain set until such time as the pressure in the train-pipe is increased suflicient to overcome the resistance of the spring in the valvecasing and bring the brake-valve to its normal position,

as shown in Fig. 14. This operation being accomplished, the steam previously admitted are normally held closed by steam-pressurethereon; but any one of them may be opened at any time to decrease pressure in the train pipe, andthus cause an automatic setting of the brakes throughout the entire train independent of any action on the part of the engineer. As shown in Figs. 13 and 14, the inlet an outlet of a radiator Y may be connected to each reservoir W, said inlet and outlet being provided with'a shutsoflcock, as is usual in such devices. In the connections between the radiator inlet and outlet we arrange spring-controlled valves Z, that open to steam pressure-in only one direction; the valve in one connection being arranged to work reverseto the one in the other, connection.

Having thus described our invention,what we claim as new, and desire to secure by Letters Patent,- is,-

'1. :A steam-brake system for railway-trains, comprising a train-pipe and steaxmcirculating pipes arranged to take steam from the 10- comotive, reservoirs-in circuit with the ct r'culating-pipes at intervals of the train, brakecylinders in-connection with the train-pipe dreservoirs,but having outlets to theatmosphere, an.d valves of suchiconstruction and arrangement as to normally cut off the reservoirs from the brake-cylinders under a certain pressure of steam'in said train-pipe,

while being at the same time open to said brake-cylinders and their atmosphere-outlets, but which automatically close said, atmosphere-outlets and open communication between said reservoirs and brake-cylinders on a decrease of the pressure in the aforesaid train-pipe, substantially as set forth.

- 2. A steam-brake system for railway-trains, comprising a train-pipe having a valve-controlled connection with the steam-dome of the locomotive, circulating-pipes leading from the locomotive steam-chests back to. the locomotive-cylinders'and having a valve-controlled communication with the train-pipe, reservoirs flincircuit with the steam-circulating pipes at intervals of the train, brake-cylinders in connection with train-pipe and reservoirs, but having outlets to the atmosphere, and valves of such construction and arrangement as to normally cut 0d the reservoirs from the brakecylinders under a certain pressure of steam in said train pipe while being at the same time open to said brake-cylinders and their atmosphere-outlets, but which automatically close said atmosphereoutlets and opencommunication between said reservoirs and brake-cylinders on a decrease of pressure in the aforesaid train pipe, substantially as set forth. H

3. A steam brake system for railway-trains, comprising a traiu-pipe having a valve-controlled connection with the steam-dome of the locomotive, valve-controlled circulating-pipes leading from the locomotive steam-chests back to the locomotive-cylinders and having a valve controlled communication with the train-pipe, a valve connection between the steam-dome and one of the steam-circulating pipes and a like connection between the other .of these steam-circu1ating pipes and the injector overflow-pipe of the locomotive, reservoirs in circuit with circulating-pipes at intervalsof. the train, brake-cylinders in connection with the'train-pipe and reservoirs, but having outlets to the atmosphere, and

as to normally cut off the reservoirs from the brake-cylinders under a certain pressurelof steam in said train-pipe while being atrthe same time open to the latter cylinders and their atmosphere-outlets, but which automatically close said atmosphere-outlets and open communication between said reservoirs and brake-cylinders on a decrease of pressure in the aforesaid train-pipe, substantially as set forth;

4. A combined steam-brake and heating system for railway-trains, comprising a trainpipe and circulating-pipes arranged to take steam from thelocomotive, reservoirs in circuit with the steam-circulating pipes at intervals of the train, radiators in theltrain-coaches connected to the reservoirs, brake-cylinders in connection withthetrain-pipe and reservoirs, but-having voutlets to the'atmosphere, and valves of such construction and arrangement 'as to .normally cut off the reservoirs valves of such construction and arrangement from the brake-cylinders under a certain pressure of steam in said train-pipe while being at the same time open to said brake-cylinders and their atmosphere-outlets, but which automatically close said atmosphere-outlets and open communication between said reservoirs and brake-cylinders on a decrease of pressure in the aforesaid train-pipe, substantially as set forth.

5. A steam-brake system for railwaytraius, comprising a train-pipe and circulating-pipes in coupled sections arranged to take steam from the locomotive and joined at intervals to valves, each of which latter consists of a a casing provided with a series of passages onway valve controlling the port, reservoirs incircuit with the circulating-pipes at inter vals of the train, brake-cylinders in connection with said train-pipe and reservoirs, but having outlets to the atmosphere, and valves of such construction and arrangement'as to normally out off the reservoirs from 'lhebralre cylinder under a certain pressure of steam in said train-pipe while being "at the same time open to said brake-cylinders and their atmosphere-outlets, but which automatically close said atmosphereoutlets and open communication between said reservoirs and brake'cylinders on a decrease of pressure in the aforesaid train-pipe, substantially as set forth.

6. A steam brake system for railway-trains,

comprising a train-pipe and circulating-pipes slide-valve loosely arranged in each casing and provided with a single and a triple aperture arranged one below the other, the former aperture being normally in line with the at- 'm osphere-outlet of the adjacent brake-cylinder, a compressed spring in opposition to the top of the slide-valve, a stem depending from said valve, and a piston carried on the rod to oppose a seat in said casing, against which it is normally held by a certain pressure in the train-pipe, substantially asset forth.

In testimony that we claim the'foregoing we have hereunto set our hands, at Milwaukee, in the county of Milwaukee and State of Wisconsin, in the presence of two witnesses.

EDWIN D. BANGS. ARTHUR L. WAITE. Witnesses:

N. E. OLIPHANT, WM. KLUG. 

